Railroad car



Dec. 13, 1960 G. M. scHuEDER ETAL 2,963,991

RAILROAD CAR l0 Sheets-Sheet 1 Filed Nov. 27, 1956 fr g/f irtn filly Dec. 13, 1960 G. M. scHUEDl-:R ETAL 2,963,991

RAILROAD CAR l0 Sheets-Sheet 2 Filed Nov. 27, 1956 G. M. SCHUEDER Erm. 2,963,991

RAILROAD CAR 10 Sheets-Sheet 3 M HI Dec. 13, 1960 Filed Nov. 27, 1956 INVENTORS. @sarge MSc/ uejef dywrarV/giar? c' a?? /7 6.70777 y' M Tray/145945'.

Dec. 13, 1960 G. M. Scl-"JEDER ETAL 2,963,991

RAILROAD CAR l0 Sheets-Sheet 4 Filed Nov. 27, 1956 3./ g. mw me E. F MM5? ,w l mf e@ ZM? W y i f/ Y y M E j f 4 pi 5 z/ j HV.. AU MWWWWWMMT y rHllhlIIHI j f J 5 Dec. 13, 1960 G. M. scHUl-:DER ErAL 2,963,991

RAILROAD CAR 10 Sheets-Sheet 5 Filed Nov. 27, 1956 Dec. 13, 1960 G. M. SCHUL-:DER ETAL 2,963,991

RAILROAD CAR 10 Sheets-Sheet 6 Filed Nov. 27, 1956 Dec. 13, 1960 G. M. scHUEDER ErAL v 2,963,991

RAILROAD CAR Filed Nov. 27, 1956 10 Sheets-Sheet 7 if E- I VENTORS. iw 55??? fj; aymaw ZIP' y.

Dec. 13, 1960 G. M. scHUEDER ETAL 2,953,991

RAILROAD CAR Filed Nov. 27, 195e 1o sheets-sheet s DecB 13, 1960 G. M. SCHUEDER ETAL 2,963,991

RAILROAD CAR l0 Sheets-Sheet 9 Filed Nov. 27, 1956 10 Sheets-Sheet lO G. M. SCHUEDER I'AL RAILROAD CAR Dec. 13, 1960 Filed Nov. 27, 1956 nited States Patent iifice 2,953,991 Patented Dec. 13, 1960 RAILROAD CAR George M. Schueder, Dearborn, and Raymond O. Sturdy, Detroit, Mich., and Frank J. Acton and Frank A. Glomb, Park Forest, lll., assignors to Evans Pro-nets Company, Plymouth, Mich., a corporation of Delaware Filed Nov. 27, 1956, Ser. No. 624,528

'5 Claims. (Cl. 10S-368) This invention relates to the hauling .of automotive ve hicles by railroad cars and in particular concerns a superstructure that may be mounted upon a conventional atcar and which will carry six automobiles, small trucks, station wagons, tractors, or similar vehicles. This application is a continuation-in-part of our copending application Serial No. 487,518 tiled February 1l, 1955.

lt is an object of this invention to provide a construction that can be mounted upon a conventional railroad atcar to carry in two decks at least six automobiles or other vehicles.

Another object of this invention is to provide a ramp construction fora railroad car of the type indicated which lcan be modied from one condition to another depending upon what type of vehicles it is to carry.

The invention accomplishes these principal objects, along with others which will become apparent hereinafter, by means of a double deck superstructure which includes movable deck members supported upon an upper level so that they can be used in either of two operative positions. Furthermore, the deck members are so mounted that they can be lowered to act as ramps that enable automobiles or other vehicles to be driven from a lower deck to an upper deck. In addition, the construction includes means for locking the deck members in desired positions as well as an arrangement for simultaneously applying equal forces to :opposite sides thereof so as to smoothly move it from one position to another.

The invention is illustrated in the `accompanying drawings showing a preferred embodiment wherein:

Figure 1 is a side elevation of the improved railroad car construction adapted to carry pickup trucks which are shown in phantom lines;

Fig. 2 is a side elevation similar to Fig. l with automobiles shown in phantom and showing the use of the deck members as ramps when the improved railroad car is used to carry automobiles and showing in phantom the ramp construction whereby automobiles can be driven from the lower deck to the upper deck;

Fig. 3 is a plan view of the structure in Fig. 1, partly broken away, and with the trucks removed;

Fig. 4 is an enlarged view of structure shown within the circle 4 of Fig. 3 and showing the upper deck member in an uppermost position wherein it is locked in place to the upper shear beam;

Fig. 5 is a section taken along the line 5 5 of Fig. 4;

Fig. 6 is a section taken along the line 6 6 of Fig. 4;

Fig. 7 is an enlarged view of the structure shown in the circle 7 of Fig. 3; Y

Fig. 8 is a section taken along the line 8 8 of Fig. 7;

Fig. 9 is a view and section taken along the line 9 9 of Fig. 7;

Fig. 10 is a cross section taken along the line 10-111 ofV Fig. 7;

Fig. l1 is an enlarged view of the structure within the circle 11 of Fig. 3 but shows the deck member in an upper and a locked position;

Fig. 12 is a View, partly in section, taken along the line 12-12' of Fig. 1l;

Fig. 13 is a view and section taken along the line 13 13 of Fig. l1;

Fig. 14 is a vertical section through the improved railroad car construction as taken along the -line 14-14 of Fig. 1;

Fig. 15 is an enlarged cross section taken along the line 15 15 of Fig. 3;

Fig. 16 is an enlarged view in section of structure ap-v pearing within the closed circle 16 of Fig. 2 which is a ramp mounted on the lower deck;

Fig. 17 is a view similar to the right hand side of Fig. 7' but showing the pivot ann in the slot in the position it: will assume when the railroad car is used to carry auto mobiles as in Fig. 2 rather than trucks as in Fig. l;

Fig. 18 is a section along the line 18 18 of Fig. 17;; ibeing a section similar to the one in Fig. 10 but showing the pivot arm in a different position;

' Fig. 19 is a view similar to Fig. 9 but showing the diierent positions of the pulleys when the improved railroad car is used to carry Vautomobiles as in Fig. 2 rather than light trucks as in Fig. 1;

Fig. 2O is a sectional View on line 20 20 of Fig. I showing how the removable struts support the upper deck members upon the lower deck;

Fig. 21 is a section on line 21 21 of Fig. 2 of the central portion of one longitudinal side of the lower deck;

Fig. 22 is a horizontal section through one of the central pillars taken on line 22 22 of Fig. 23 and shows one view of the deck member operating mechanism;

Fig. 23 is an inside elevation of one of the central pillars and the upper shear beam and shows another view of the deck member operating mechanism; and

Fig. 24 is `a vertical cross section similar to Fig. 14 but taken through both central pillars to show a cross shaft connecting operating members in opposite central pillars.

As best seen in Figs. 1, 2, and 14 the superstructure of -the present invention is preferably mounted upon a standard or conventional ilatcar structure 1 which has the wheel trucks 3 at the opposite ends whereby the ilatcar can roll on suitable railroad tracks. The flatcar structure includes the longitudinal keel assembly 5 and cross beams 7 which are connected 4to the wheel trucks 3 in such a way Vas to transmit load from the floor or deck 9 of the atoar into the wheels. In accordance with this invention, the deck 9 may be recessed at the longitudinally central portion if desired to provide wheel tracks 11, the end portions preferably remaining flat as shown. The tracks can be easilly provided by removing some of the conventional wooden planking and inserting the tracks in place. The deck 9 serves as a lower level or lower deck upon which a first layer of automobiles, light trucks, etc., may be stored for shipment, Fig. 1 showing pickup trucks 13 and Fig. 2 showing standard automobiles 17. Y

A superstructure 2d is mounted on the flatcar 1 to provide an upper level or deck, a different form of such a construction being described and claimed in `a copending application of Schueder et al., assigned to the assignee hereof, Serial No. 487,518, tiled February -11, 1955. At the four corners of the atcar 1 -are rigidly secured vertical columns 21. The columns 21 support longitudinal beams 23 extending the full length of the car along the opposite sides thereof. The upper side beams 23 are Valso supported by central pillars 25 located at an intermediate position between the end columns 21. While the columns 21, the beams 23, and the pillars 25 can be made of various shapes, it is preferably that the columns` be in the generaal form of right angle channels rigidly fitting around the corners of the car while the beams-'.-

may be thought necessary, constitute the open, rigid.Y

superstructure 2t) mounted upon the atcar 1 in order` to support an upper deck or level for carryingA vehicles.

The upper deck, -to bepresently described, includes movable deck members 31, 33, and 35, each carrying an vehicle, that can be fixed in either of two deckingpositions, i.e., the position of Fig. 1 and the position of Fig. 2.

When in these positions, the members are Vsupported by the superstructure 20..:and/or the lower deckf9 of the flatcar 1. The deck membery supports can be withdrawn,

or rendered inoperative, so.that thedeck memberscanl be moved to Yloading positions and certain of them used as ramps so that vvehicles can be driven from theVV lower to the upper deck. Two `different loading or ramp positions `are provided to accommodate the differences in road clearance between automobiles andfother vehicles. Certain. of the deck members whichA are not-used as ramps iare movable duringloading to provide head clearance for the tops of vehicles being driven from the lower to the upper deck. Means are, of course, provided to raise and lower the movable deck'members and this is preferably designed so that it can be actuated from one side.. of the car butfwill furnish drive power' equally to opposite sides of the deck members to insure smooth and uniform movement.

A topposite ends of the upper deck the superstructure Zillis provided with xed recessed tracks 37 and 39 that willireeeivejand support the outer pairsV of wheels on the upper deck vehicles as seen at 41 in Figs. 1 and 2. The outer ends of the tracks 37 and 39 may have fixed inclined ramps I43 in them to act as obstructions or stops to help prevent the car from rolling or being driven off the ends of the superstructure; the ends ofthe decks being open to accommodate circus loading though, if desired, combination end barriers and bridges may be used as disclosed ina copending vapplication of Sturdyv et al., Serial No. 490,054, led February 23, 1955, now Patent No. 2,847,946 dated August 19, 1958, and assigned to the assignee hereof.

The three movable deck members 31, 33, and 35 are each comprised of a pair of longitudinally extending, recessed wheel tracks, such as `are conventional in automobile haulaways, and these are braced by suitable cross members and, preferably, a sheet of metal 44 (Fig. 14) is secured between the tracks to completely cover the space between them so that objects cant fall from the upper level to the lower level. The wheel tracks 34 of thedeck members may be provided with inclined ends 36 to help confine vehicles in them. Tie downs (not shown) are provided to securely hold the vehicles on the tracks.

The two end deck members 31 and 35 yare pivoted to side beams 23 at .the inner ends of fixed tracks 37 and 39 along axes 45 and 47, respectively. This enables the inner ends of the members 31 and 35 to be swung up and down as can be seen by comparison of Figs. 1 and 2 in order to support vehicles, provide ramps, or provide head clearance. The pivot structure may take various forms but preferably comprises aligned trunnions 49 on opposite sides of the deck members 31 and 35 (see Fig. 15) which `are rotated in bushings 56 rigid with the sides of the deck members. The free ends of the trunnions 49 extend through and `are rotatably supported inV bushings-51 that are secured by brackets 53 to side beams 23.

The inner end of pivotal deck member 35 is hinged at 55 bysuitable means to the end of the deck member 33 so that the members 33 yaud 35 form an articulated deck member. The other end of deck member 33 has transverse trunnions 57, which may be similar to but shorter than trunnions 4,9, which project outwardly from the sidesof the member and provide means whereby it can be.,.rcmvably supported,in an up positionby supportv 4 devices 59 on the inside of beams 23 (see Figs. 7-l0). When the trunnion 57 end of the member 33 is not supported in devices 59 it may be lowered tow-ard the deck 9 so that its length is combined with the length of section 35 to provide a ramp having a relatively small angle of inclination. In theV case of vehicles having good road clearance the end of member= 33 may be lowered on to the deck 9 as shown in IFig. 1 -to provide the ramp. However, inthe c ase of modern autor-nobilles t may be necessary to extendpthe. length of the ramp, and: thus reduce its slope, in order to prevent one endl or. the other of the automobilecfrom jamming against the deck 9 as it goes up or down the ramp. In order to increase the length, third ramp sections 61-Amay berprovided to pivot up from deck 9 into alignment with section 33 as seen in lFig. 2. The sections 61 may be llowered into suitable recesses 63 formed in deck 9 to form liush deck surfaces in which position they willbe supported by suitable structure of car 1 such las member 65. The outerportion of each section 61 carries pivot trunnions 67 on arms 69 which are journalled in suitable pivot bushings on brackets 71 rigidly secured to the frame of the car 1. Av tail portion 73, located outwardly of the pivot 67 serves as an Ianchor foronel end of coil spring 75 which is stretched between theportion -73 and a spring anchor 77, rigid with the car 1, so that it `urges the rampsection to thek elevated positionto furnishan `assist to manual lifting of the section. In the ramp position of Figs. 2 and 16,v theupper (inner) end Vofthe section 61 is supported -by transverse pins 79 on opposite sides which rest in V-notches 81 on the topends of over center links 83,

the bottom ends of which are pivoted at to bracketsV 87 that are rigidwith the car 1; The weight of the ramp sections 61 will overcome springs 75 when the links 83 are removed as shown in phantom `at 89 in Fig. 16 so that the sections will lie in the recesses `63. Suitable latches (not shown) maybe employed, if desired, to positively lock the ramp sections in alignment with tracks 11.

When the superstructure is used to carry trucks or other vehicles which are fairly high, it is desirable to angle the deck members, as shown `in Fig. 1, by pivoting them about their axes 45, 47, or 57 as this will lower the over-all height of the loaded car 1. In the inclined vehicle supporting positionsthe lower ends of the members 31, 33, and 35 may be supported on opposite sides by side struts 91 `and 92-which may be of identical construction, (Figs. l and 20). The end of the member 31 is provided with transverse side trunnions 93, similar to trunnions 47, 49, and 57, which project out beyond the sides of the deck member. Apertures 95 in top end ttings 97 on struts 91 slip over trunnions 93 and are removably held against slipping off by lock pins 99 extending through cross holes 101, the pins 99 being attached to the strut or deck member, if desired, by a chain (not shown) so that they will not be misplaced. The lower'end of the strut 91 has a fitting 163 which is pivoted on a fixed cross shaft 195 that is rigidly carried by the lower deck 9 in a trough 107. The fittings 97 and 103 have oversize holes so that the struts can be tilted non-axially to slip on and olf the ends of the trunnions 93. `.When not in use, the struts (91 and 92) are dropped into troughs 167 which may, if desired, be provided with a suitable cover (not shown). The strut 92 preferably supports the members 33 and 35 at their hinge point 55; the hinge means 55 therefore preferably Iinclud-ing trunnions 98 (Fig. 1l) corresponding to trunnion 93. The struts 92 may be used, if desired, when the deck members 33 and 35 are in the truck ramp position of Fig. l. In the automobile ramp position of Fig. 2 the hinge point 55 is somewhat higher but by making struts 92 extensible in length they could be used to support the deck members in this position.

In addition to the struts 91 that are used to support the end of deck member 31 when it is in the inclined truckcarrying position, support devices 111l are provided to support it when it is in the substantially horizontal, autoassegni .5 mobile-carrying position of Fig. 2. As bestV seen in Figs. 4-6, the devices 111 are adapted to receive the trunnions 93, previously mentioned, in the spaces 113 between transverse, longitudinally spaced vertical plates 115 that project out of beams 23 and are rigid therewith. When the member 31 pivots up or down on fixed axis 45, the trunnions 93 will move between plates 115 and they can be vconned there by upper and lower horizontal slide plates 117 and 119 that extend through aligned slots 121 in plates 115 and in third transverse plates 123 also rigid with the shear` beam 23, it being apparent that plates 115 carry the load from the trunnions. The slide plates have handles 125, so that they can be easily moved, and stops 127 to position them in the proper locked position. It is evident from Fig. 6 that when plate 119 is slid to the left the member 31 can pivot down to the position of Fig. l; and that if the plate 117 is slid to the left the member 31 may be tilted up above the horizontal position of Fig. 2, this permissible movement being provided in the event head room is needed when driving vehicles up the ramp. A lock pin 129 is provided for each device 111; it comprising a vertical shank 131 with a transverse handle portion 133 at the top. The shank extends through aligned openings in tixed horizontal plates 135 and 137 and in the slide plates 117 and 119. The opening 139 in the top plate 135 is slotted to receive a key 141 on shank 131 which is spaced above collar 143 by at least the thickness of plate 135 so that the pin 129 cannot be completely removed but can be held in an elevated inoperative position when it is desired to operate the slide plates 117 and 119. In such position the bottom end of shank 131 is preferably not above plate 137. An anti-jump out key 145 may also be provided on the top portion of shank 131 to lit through 139 but preventing accidental unlocking of the plates.

As seen ni Figs. 7-10, and 17-18, the support device 59 for each of the trunnions 57 of deck member 33 is similar in principle to the device 111 just described. However, the member 33 has the two decking positions of Figs. 1 md 2 which require the ftrunnions 57 to be displaced longitudinally of the car and this is accommodated by the longer space 151 between the vertical, transverse plates 153, these plates being rigid with and projecting inwardly from the shear beams 23. Since there is no advantage in raising the trunnions 57 above space 151 the top there of is provided by a rigid plate 155, welded to plates 153, while the bottom is provided by a slide plate 157 having handle 159. The slide plate 157 works in slots 161 in plates 153 vand in a third rigid transverse plate 163. Stop 162 on the bottom of plate 157 will prevent its complete removal by engaging plate 153.

It will be seen that when the slide plate 157 is removed by pulling it to the right of Fig. l or 18, the trunnion 57 can drop out of the support 59 so that the deck member 33 can be used as a ramp in the manner shown in Figs. 1 #and 2. When the deck member is raised so that the trunnions are in the space 151 and the slide plate 157 is disposed in all of the slots 161, the trunnions 57 can move between the position of Fig. which corresponds to the truck carrying position of Fig. 1 and the position of Fig. 18 which corresponds to the automobile carrying position of Fig. 2. The slide plate 157 is locked in position by a lock pin device 165 which is preferably identical to the device 129 that has :already been described and which therefore need not be explained in greater detail.

The transverse trunm'ons 98 for the hinge 55 between the deck members 33 and 35 issupported in the upper decking position of Fig. 2 by means of a support device 171 which is similar in principle to the devices 59 and 111 previously described. As seen in Figs. 11-13, the trunnion 98 is confined in a relatively short space 173 between the transverse vertical plates 175 that are rigid with and project from the shear beam 23 on each side of the superstructure. The top of the space 173 is defined by a rigid plate 177 that is welded to the plates 175 and plate 181 whcih defines the bottom of the space 173 works in slots 183 in the plates 175 and in a third rigid plate 185 which projects from the inside face of the beam 23. The slide plate 181 has a handle 187 and a stop 189 for purposes previously mentioned. The slide plate 181 is held in a locked position by a |lock pin assembly which includes a pin having a shank 191 and a handle portion 193. The shank extends through apentures' 195 in the rigid plates 197 and 179 and `in the slide plate 181. As before, the shank of the pin has an anti-jumpo'ut ear 199 and a hold-up ear 201 cooperating with 'collar 203 and working in the key portion of opening 195 in the plate 197 Three power driven means are provided for raising and lowering the deck members, one for each of the members 31, 33, and 35. Each of these includes an arrangement for applying equal forces on opposite sides of the deck members so that it does not cant or bind during move-` ment.

The means for moving the deck member 31 comprises a exible cable 221 on each side thereof each of which is anchored at one end in a drum 223 upon which it is spirally wound and unwound, the drum being suitably mounted on the inside face of the shear beam 23. The

flexible cable 221 is trained over a pulley 225 suitably mounted on the inside face of the beam 23 near the top thereof and above the deck member 31. The other end of the line 221 is anchored to a cable anchor 227 that is pivotally secured to the side of the deck member 31.

It will be readily seen that as the drum 223 is rotated to wind or unwind the cable 221 that the latter will be shortened or lengthened to elevate or lower the deck member 31 so that it can be moved to the positions shown in Fig. 2 or Fig. l, respectively, it being assumed that the support devices 111 for the trunnions 93 are suitably operated as set forth above. Additionally, the drum may be wound somewhat tighter to shorten the line 221 somewhat more than is shown in the drawings to elevate the member 31 a slight amount more than that shown in Fig. 2 to lift the inner end of the member 31 and provide head clearance as mentioned before.

It is obviously necessary to drive the drums 223 on opposite sides of the upper deck at the same speed but this cannot be accomplished by ordinary cross shafts because the space lbetween these drums is occupied by vehicles being transported. Accordingly, each drum is connected to the gear of a worm gear box 229. The worm in the box 229 -is driven through suitable flexible couplings by a vertically extending shaft 231 on one side of the car and 233 on the other side of the car, both shafts being housed within the vertical pillars 25. The shaft 231 on the far side of the car looking at Figs. 1 and-2 extends down below the deck 9 and is coupled there in a suitable right angle coupling to a cross shaft 235 which goes be vneath the deck 9 to the opposite side of the car where it will furnish power to rotate the shafts 233 and 233a, thus driving the drums 223 on opposite sides of the car at exactly the same speed.

One end of deck member 33 is elevated and lowered by exible cables 241 on opposite sides thereof, the pulley structures for the cables being identical so that only one need be described. The end of each cable 241 is anchored on the drum 243 which is suitably mounted on the inside of ythe beam 23 and which can be power wound or unwound to shorten or lengthen the cable 241. The cable 241 is trained over a pulley 245 which is suitably supported on the shear beam 23 as best seen in Figs. 7-9. The cable is then Wrapped in a reverse direction around a pulley 247 that is suitably mounted on the side of the deck member 33 as seen best in Figs. 8 and 9. 'I'he end of the cable 241 is directed upwardly from the pulley 247 and-pivotallyanchored by a cable anchor device 249 that is-rigid withY the inside face of the shear beam 23. Figs. 9.and 19 show the relative positions of the pulleys 245 and-247 when the deck` member 33 is in the positions of Figs. 1 and 2,y respectively.

In orderto properly wind and unwind cables 241, the drums 243 on opposite sides of the superstructure 20 are driven at the same speed by a flexible shaft mechanism 251 that is substantially identical to theone that Vhas been previously described for the drums 223. This mechanism is powerized through a socket 253 on one side of the pillar 25 ,at one sideof the car.

The elevating mechanism for the deck member 35 (and one end of 'deck member 33) includes the same elements as the mechanism just described for deck member 33. Thus, on each side of the car there is a flexible cable 261 which is. anchored at-one end upon'a drum 263. The flexible. cable 261 is trained over a pulley 265 that is mounted on the inside of the shear beam 23 and it runs down and around a pulley 267 that is mounted on the side. of the deck member 35 and then up to a pivotal cable anchor 269 attached lto the side of thebeam 23. The drums 263 on opposite sides of the car are driven at identical speed by the same sort of shaft arrangementthat. has been described and which is indicated by the reference numeral 271. This is powerized through a socket 273-on the side of one of thepillars 25 as seen in Fig. 22.

It is apparent that when the cable 261 is moved to pivot the deck member 35 about its pivot axis 47 the dec-k member 33 will move lengthwise of the car. Such movement is accommodated by the support device 59 (Fig. l0) whichwill permit the necessary longitudinal movement of the trunnions 57 in the space 151.

Itis/obvious that the various cable winding drums can be suitably operated to position the deck members in any ofthe desired arrangements. When the deck members are used to support the vehicles, loads are not thrown on `the cables but are taken by the various pivots and support devicr. When the deck members 33 and 35 are used as ramps some load m-ay be taken in tension by the cables but ifV desired, as pointed out above, this can be minimized by use of the struts 92.

It will be evident that we have provided an improved conveyance for transporting vehicles of various types.` While we have not shown a specic tiedown means for afxing the vehicles in place for transportation, it will be appreciated that these `are available on the open market or, preferably, they can follow the teachings of copending application, Serial N'o. 490,051, tiled February 23, 1955 now abandoned, assigned to the assignee hereof.

We claim:

1. In a conveyance for carrying vehicles to be transin one of saidpositions and each member being inclined downwardly at anV angle from said one position when in the second position, and drive means for moving said `two connected members so that'one of-them is supportedupon support means includes pivot means pivoting the outerl ends of each of said deck members on'said second deck means, and latch means for detachablyconnecting the inner hinged endsof said members to said-secondi deck means, said pivot means including a pivot device for one of said member ends that also provides a track to accommodate longitudinal movement of the outerr end of said one member relative to said secondrdeck means.

3. The invention as dened in claim 2 wherein said pivot device rincludes a removable bottom portion so that the end of saidone deck member maybe moved in and out of said device.

4. Theinvention as dened in claim 2 including'trunnions at the inner hinged ends of said two members cooperating with said latch means on said second deck means to hold said one member in a horizontal position, and struts movably secured to said rst deck means and adapted to cooperate with said trunnionsrto support saidV two members in said second position.

5.` In a conveyance for carrying vehicles to be transportedfrom one point to another, a first deck means providing a lower deck, asecond deck means providing an upper deck, said second deck means including two relatively movable longitudinally aligned members each capableof supporting a vehicle to be transported, said members being pivotally connected together at their adjacent inner ends, means for pivotally connecting the outer end of. one of saidy members to second deck means, first and second trunnion means on ysaid deck members at the hinge connection therebetween and at the outer end of the second member, respectively, latchmeans on said second deck means for latching said iirst trunnion means to hold saidone member ina horizontal position, and pivot support means on said second deck means for supporting said second trunnion means in position to cooperate with said latch means to hold said second member in a horizontal position, said pivot support means including a track to accommodate longitudinal movement of said second trunnion means relative to said second deck means, said members being movable to a first position wherein the members are horizontal and longitudinally aligned and afsecond position wherein said first trunnionmeans is detached from said latch means and both members are inclined downwardly toward their innerv hinged ends and a third position wherein the outer end of said second member is supported Von the first ,deck means andthe two members for a ramp connecting the upper and lower decks.

References Cited in the le of this patent UNlTED STATES PATENTS 2,127,965 Strid et al Aug. 23, 1938 2,160,079 Nampa May 30, 1939 2,385,115 Stuart Sept. 18, 1945 2,402,283' Hewitt June 18,r 1946 2,432,288 De Lano Dec..9, 1947 2,473,830 Stuart June 21, 1949 2,492,829V Baker Dec.,27, 1949 2,523,723 Santee et a! Sept. 26, 2,617,368' McCormick Nov. 11, V1952 2,647,009. Huebshman July 28, 1953 2,647,010 Huebshman July 28, 1953 2,668,734 Bridge Feb. 9, 1954 2,695,568 Keith Nov. 30, 1954 2,758,552 Browne Aug. 14, 1956 

